KR101973892B1 - Brake device - Google Patents

Abstract

Provided is a brake device capable of obtaining a desired brake fluid pressure at the time of an open failure of a shutoff valve. A first shut-off valve provided between the master cylinder and the discharge section of the first pump of the hydraulic circuit, and a second shut-off valve provided between the first shut-off valve and the master cylinder, And a second shut-off valve provided in the second shut-off valve.

Description

Brake device

The present invention relates to a brake device.

Patent Document 1 discloses a brake device in which a shutoff valve is provided in a hydraulic circuit for connecting a master cylinder and a wheel cylinder, and a discharge portion of the pump is connected between the shutoff valve and the wheel cylinder. In this braking device, the desired brake fluid pressure can be obtained regardless of the braking operation of the driver by closing the shut-off valve and driving the pump.

Patent Document 1: UK Patent Application Publication No. 2484586

However, in the above-mentioned prior art, there is a problem that when the shut-off valve is open, the brake fluid discharged from the pump flows to the master cylinder side, so that the desired brake hydraulic pressure can not be obtained.

An object of the present invention is to provide a brake device capable of obtaining a desired brake hydraulic pressure at the time of an open failure of a shut-off valve.

In the brake device according to the embodiment of the present invention, a first pump that supplies a brake fluid to a hydraulic circuit that connects the master cylinder and the wheel cylinder, and a second pump that pumps the brake fluid between the connection position of the first pump in the hydraulic circuit and the master cylinder And a second shut-off valve provided between the first shut-off valve and the master cylinder.

Therefore, even when the first shut-off valve is an open failure, the desired brake hydraulic pressure can be obtained by closing the second shut-off valve to drive the first pump.

1 is a perspective view of a braking device according to a first embodiment.
2 is a hydraulic circuit diagram of the brake device of the first embodiment.
Fig. 3 is a flowchart showing the flow of power control in the power control section 41d of the first embodiment.
4 is a hydraulic circuit diagram of the brake device of the third embodiment.
5 is a hydraulic circuit diagram of the brake device of the fourth embodiment.

[Example 1]

1 is a perspective view of a braking device according to a first embodiment.

The braking device of the first embodiment is mounted on an electric vehicle using a motor generator such as a hybrid vehicle or an electric vehicle as a power source. In the electric vehicle, regenerative braking for braking the vehicle by converting the kinetic energy of the vehicle into electric energy can be executed by the regenerative braking device including the motor generator. The braking device applies braking force to each wheel by supplying a brake fluid to a brake operation unit provided on each wheel and generating a brake fluid pressure. The brake device has a master cylinder unit (1), a hydraulic pressure control unit (2) and a second pump unit (3). The master cylinder unit 1 and the hydraulic pressure control unit 2 are connected by a primary piping (hydraulic circuit) 4P, a secondary piping (hydraulic pressure circuit) 4S, a reservoir piping 4R1 and a back pressure piping 4B Respectively. The second pump unit 3 is installed in the middle of the primary piping 4P and the secondary piping 4S. The master cylinder unit 1 and the second pump unit 3 are connected by a reservoir pipe 4R2.

The master cylinder unit 1 has a brake pedal BP (see Fig. 2), a reservoir RSV, a master cylinder M / C and a stroke simulator SS (see Fig. 2). The brake pedal BP receives an input of the brake operation of the driver. The reservoir (RSV) stores the brake fluid therein. The inside of the reservoir RSV is open to the atmosphere. The master cylinder (M / C) receives supply of the brake fluid from the reservoir (RSV) and operates by the brake operation of the driver to generate hydraulic pressure. In the stroke simulator (SS), the brake fluid is introduced in accordance with the brake operation of the driver, thereby generating the pedal reaction force and the pedal stroke. The hydraulic pressure control unit 2 has a plurality of solenoid valves, a first pump P1 (see Fig. 2), and an electronic control unit (ECU). The plurality of solenoid valves, the first pump P1 and the electronic control unit ECU are installed in the hydraulic pressure control unit housing (first housing) HG1. The plurality of solenoid valves are driven when the brake fluid pressure is generated independently of the brake operation of the driver. The first pump (P1) pressurizes the brake fluid sucked from the reservoir (RSV). The electronic control unit ECU controls the operation of the second pump P2 and the second shut-off valve 38, which will be described later, in addition to the plurality of solenoid valves, the first pump P1. The hydraulic pressure control unit 2 supplies the brake fluid to the brake operation units provided on the respective wheels through the wheel cylinder pipes 4FL, 4FR, 4RL and 4RR.

2 is a hydraulic circuit diagram of the brake device of the first embodiment.

The master cylinder unit 1 is not provided with an engine negative pressure booster for energizing the brake operating force using the intake negative pressure generated by the engine of the vehicle. The push rod PR is rotatably connected to the brake pedal BP. The master cylinder (M / C) is a tandem type master cylinder. The master cylinder M / C is a piston which moves in the axial direction in accordance with the braking operation of the driver and has a primary piston 5P connected to the push rod PR and a free piston type secondary piston 5S. The primary piston 5P is provided with a stroke sensor 6 for detecting the stroke of the brake pedal BP.

The brake operation unit including the wheel cylinder W / C is a so-called disk type. The brake operation unit has a brake disk and a caliper (hydraulic brake caliper). The brake disk is a brake rotor which rotates integrally with the tire. The caliper is disposed with a predetermined clearance with respect to the brake disc, and is moved by the wheel cylinder hydraulic pressure to contact the brake disc, thereby generating the braking force. The brake system has brake piping of two systems (primary P system and secondary S system). The brake piping type employs, for example, an X piping type. Other pipe types such as front and rear pipes may be employed. Hereinafter, when a member provided corresponding to the P system and a member corresponding to the S system are distinguished from each other, the suffixes P and S are appended to the end of the respective symbols.

The hydraulic pressure control unit 2 is installed between the master cylinder unit 1 and the wheel cylinder W / C. The hydraulic pressure control unit 2 individually controls the brake fluid supplied to each wheel cylinder W / C. The hydraulic pressure control unit 2 is a hydraulic pressure control unit that is provided in a state in which at least one of the first pump P1 and the second pump P2 generates a state in which the communication between the master cylinder M / C and the wheel cylinder W / It is possible to control the wheel cylinder hydraulic pressure to be increased by the hydraulic pressure. Hydraulic pressure sensors 7, 8 and 9 are provided in the hydraulic pressure control unit housing HG1.

The first pump P1 sucks the brake fluid stored in the reservoir RSV through the reservoir pipe 4R1 by rotation of the first motor M1 and discharges the brake fluid to the wheel cylinder W / . The first pump P1 is a high-pressure low-flow-type pump, for example, a gear pump. The first pump P1 is commonly used in the P system and the S system. The first pump P1 is driven by the first motor M1. The first motor M1 is, for example, a brushless motor, but may be a brush-attached motor.

The master cylinder M / C is connected to the wheel cylinder W / C through a primary pipe 4P, a secondary pipe 4S and a fluid passage (fluid pressure circuit) 10 described later. The master cylinder M / C is capable of increasing the hydraulic pressure of the wheel cylinders of the left front wheel FL and the right rear wheel RR through the P-system flow path 10P by the master cylinder fluid pressure generated in the primary liquid chamber 11P . At the same time, the master cylinder M / C can increase the hydraulic pressure of the wheel cylinders of the left rear wheel RL and the right front wheel FR through the S-system oil line 10S by the master cylinder fluid pressure generated in the secondary liquid chamber 11S Do. The primary piston 5P and the secondary piston 5S of the master cylinder M / C are axially movably inserted along the inner circumferential surface of the cylindrical cylinder 15 having a bottom. The cylinder 15 includes a discharge port 12 connected to the hydraulic pressure control unit 2 and provided so as to be able to communicate with the wheel cylinder W / C, a supplementary port 13 connected to the reservoir RSV, In each system. In the primary liquid chamber 11P, the coil spring 14P is provided in a compressed state. In the secondary liquid chamber 11S, the coil spring 14S is set in a compressed state. In the both liquid chambers 11P and 11S, the discharge port 12 is always opened. The stroke simulator flow passage 17 connected to the static pressure chamber 16a of the stroke simulator SS is connected to the secondary liquid chamber 11S of the master cylinder M / C. The cylinder 15 has a back pressure chamber port 18 which is always open to the back pressure chamber 16b of the stroke simulator SS. The back pressure chamber port 18 is connected to the back pressure chamber pipe 4B. Between the static pressure chamber 16a and the back pressure chamber 16b, the brake fluid can not pass between the static pressure chamber 16a and the back pressure chamber 16b. The stroke simulator SS has a spring 16c in the back pressure chamber 16b and generates an operating reaction force to the brake pedal BP in accordance with the stroke of the piston 16d.

Next, the hydraulic circuit provided in the hydraulic pressure control unit housing HG1 of the hydraulic pressure control unit 2 will be described. The components corresponding to the wheels FL, RR, RL and FR are appropriately distinguished by appending suffixes FL, RR, RL and FR to the end of the reference marks.

The P system flow path 10P connects the primary pipe 4P with the left front wheel FL and the wheel cylinders W / C of the right rear wheel RR. The S-system flow path 10S connects the secondary piping 4S to the wheel cylinders W / C of the left rear wheel RL and the right front wheel FR. The flow path 10 is provided with a first shut-off valve 19 which is always open. The booster valve 20 is provided on the wheel cylinder W / C side more than the first shut-off valve 19 in the oil passage 10, which is always open corresponding to each wheel. The suction passage 21 connects the liquid storage portion 32 provided in the suction portion 24a of the first pump P1 to the pressure reduction passage 22 described later. The discharge passage (first discharge passage) 23 connects between the first shut-off valve 19 and the booster valve 20 in the passage 10 and the discharge portion 24b of the first pump P1 . The discharge passage (first discharge passage) 25P connects the downstream side of the discharge passage 23 with the passage P of the P system. The connection position 50P of the discharge passage 25P in the flow path 10P is a connection position with the discharge portion 24b of the first pump P1 in the flow path 10P. A primary communication valve 26P that is always closed is provided in the discharge passage 25P. The discharge flow path (first discharge flow path) 25S connects the downstream side of the discharge flow path 23 and the flow path 10S of the S system. The connection position 50S of the discharge passage 25S in the flow path 10S is the connection position with the discharge portion 24b of the first pump P1 in the flow path 10S. The secondary communication valve 26S, which is always closed, is provided in the discharge passage 25S. The first pressure reducing passage 27 connects the suction passage 21 between the discharge passage 25P and the discharge passage 25S. The first pressure reducing flow path 27 is provided with a regulating pressure valve 28 which is always open. The second pressure reducing passage 22 connects the wheel cylinder W / C side and the suction passage 21 with respect to the booster valve 20 in the oil passage 10. The pressure-reducing passage (22) is provided with a pressure-reducing valve (29) which is always closed. The second simulator flow path 47 is provided between the back pressure discharge pipe 4B and the first shutoff valve 19S in the flow path 10S and the pressure regulating valves 20RL and 20FR and the suction flow path 21 as the stroke simulator (30) and the stroke simulator out valve (31).

The first pump P1 is provided with a liquid storage portion 32 at a portion where the reservoir pipe 4R1 is connected to the suction passage 21 of the first pump P1. The discharge passages 25P and 25S constitute a communication passage for connecting the P system flow path 10P and the S system flow path 10S. The first pump P1 is connected to the wheel cylinder W / C through the communication passages (the discharge passages 25P and 25S) and the passages 10P and 10S. The first shut-off valve 19, the booster valve 20, the regulating pressure valve 28 and the pressure reducing valve 29 are proportional control valves in which the opening degree of the valve is adjusted in accordance with the current supplied to the solenoid, It is an ON / OFF valve that is switching control of opening and closing ispositive.

A bypass passage (33) is provided in parallel with the booster (20) in the passage (10). A check valve (34) is provided in the bypass flow path (33). The check valve 34 allows only the brake fluid to flow from the wheel cylinder W / C side to the master cylinder M / C side. A hydraulic pressure sensor 7 is provided on the side of the master cylinder M / C with respect to the first shut-off valve 19 of the hydraulic circuit 10 for detecting the hydraulic pressure of this portion (hydraulic pressure in the stroke simulator SS, master cylinder pressure) do. A hydraulic pressure sensor 8 is provided between the first shut-off valve 19 and the booster valve 20 in the oil passage 10 for detecting the fluid pressure (wheel cylinder hydraulic pressure) at this point. Between the discharge passage 25 and the communication valve 26, there is provided a hydraulic pressure sensor 9 for detecting the hydraulic pressure (pump discharge pressure) at this point.

The second pump unit 3 has a second pump P2. The second pump P2 is installed in the second pump housing (second housing) HG2. The second pump P2 is installed in the P system and the S system, respectively. The second pump P2 sucks the brake fluid stored in the reservoir RSV through the reservoir pipe 4R2 by the rotation drive of the second motor M2 and supplies the brake fluid stored in the reservoir RSV to the oil passage Liquid-pressure circuit) 37 as shown in Fig. The flow path 37 is installed in the middle of the primary piping 4P and the secondary piping 4S. The second pump P2 is, for example, a gear pump of a low pressure and high flow rate type. The second pump P2 has a larger amount of intrinsic discharge, which is a discharge amount per one rotation than the first pump P1, and a larger amount of discharge per unit time. The second pump P2 is driven by one second motor M2. The second motor M2 is, for example, a brushless motor, but may be a brush-equipped motor. A suction passage 35 is provided in the second pump housing HG2. The suction passage 35 connects the reservoir pipe 4R2 and the suction portion 36a of the second pump P2. The flow path 37 is provided with a second shut-off valve 38 that is always open. The second shut-off valve 38 is installed in the second pump housing HG2. The second shut-off valve 38 is a proportional control valve in which the opening degree of the valve is adjusted in accordance with the current supplied to the solenoid. A discharge passage (second discharge passage) 39 is provided in the second pump housing HG2. The discharge flow path 39 connects the flow path 37 and the discharge portion 36b of the second pump P2. The connection position 51 of the discharge passage 39 in the flow path 37 is the connection position with the discharge portion 36b of the second pump P2 in the flow path 37. [

The electronic control unit ECU receives information about the detected values of the stroke sensor 6 and the hydraulic pressure sensors 7, 8, 9 and the traveling state (wheel speed, lateral acceleration, etc.) sent from the vehicle side. The electronic control unit ECU controls the opening and closing operations of the solenoid valves of the hydraulic pressure control unit 2 and the second pump unit 3 and the discharge amount of each pump based on the built-in program, Control of wheel cylinder hydraulic pressure in cooperation with anti-lock brake control, anti-lock brake control, regenerative brake, brake control such as automatic brake control (collision damage relief brake), preceding vehicle follow control, automatic operation control or side slip prevention control Regeneration cooperative brake control, and the like. In the first embodiment, an electronic control unit (ECU) and all actuators (first motor M1, first shutoff valve 19, booster valve 20, communication valve 26, regulating pressure valve 28, The second pump P2 and the second shut-off valve 38) are supplied with electric power from one battery 40. [0050] The battery 40 is a 14 V battery.

In the hydraulic pressure control unit 2, when both the liquid chambers 11P and 11S of the master cylinder M / C and the wheel cylinder W / C are connected as shown in Fig. 2, all the actuators are OFF (non-energized) The brake system generates the hydraulic pressure of the wheel cylinder by the master cylinder fluid pressure generated by using the pedal pressure, and realizes the pressure brake (non-distribution control). 2, the first shutoff valve 19, the valve 30 as the stroke simulator, and the stroke simulator out valve 31 are turned ON, the first shutoff valve 19 is controlled in the valve closing direction, The brake system for connecting the secondary liquid chamber 11S of the master cylinder M / C and the wheel cylinder W / C, when the valve 30 serving as the simulator and the stroke simulator out valve 31 are controlled in the valve opening direction, The hydraulic pressure of the wheel cylinder is generated by using the hydraulic pressure of the brake fluid discharged from the back pressure chamber 16b whose volume has been reduced in accordance with the movement of the piston 16d of the stroke simulator SS to realize the (second) pressure brake. When the valve 30 serving as the stroke simulator is controlled in the valve closing direction while the stroke simulator out valve 31 is controlled in the valve opening direction while the first blocking valve 19 is controlled in the valve closing direction, The brake system (the suction passage 21, the discharge passage 23, etc.) for connecting the wheel cylinders WV and RSV to the wheel cylinders W / C generates the wheel cylinder hydraulic pressure by the hydraulic pressure generated by using the first pump P1 Called brake-by-wire system that can realize power control, automatic brake control, regenerative cooperative control, and the like. It is also possible to switch to the power control or the automatic brake control after the second leg brake.

Here, the braking device of the first embodiment includes the second pump unit 3 having the second pump P2 and the second shut-off valve 38. [ The second pump P2 sucks the brake fluid from the reservoir RSV and discharges the pressurized brake fluid toward the primary pipe 4P and the secondary pipe 4S in the same manner as the first pump P1. That is, the second pump P2 is connected in parallel with the first pump P1 to the hydraulic circuits 4P, 4S, 10P, and 10S that connect the master cylinder M / C and the wheel cylinder W / Respectively. Further, the second shut-off valve 38 is installed between the first shut-off valve 19 and the master cylinder M / C. That is, the second isolation valve 38 is provided in series with the first isolation valve 19 on the hydraulic circuit. Therefore, the second pump P2 and the second shut-off valve 38 can function as a waiting system for the first pump P1 and the first shut-off valve 19. The electronic control unit ECU controls the second shut-off valve 38 instead of the first shut-off valve 19 when the first shut-off valve 19 fails. Accordingly, even if the first shut-off valve 19 is an open failure, the hydraulic pressure of the wheel cylinder can be increased by closing the second shut-off valve 38. Therefore, it is possible to execute and continue the power control or the automatic brake control. Further, the electronic control unit (ECU) can drive the second pump (P2) to increase the wheel cylinder hydraulic pressure when the first pump (P1) fails. In this case, the first shutoff valve 19 is turned OFF and the second shutoff valve 38 is turned ON.

The electronic control unit ECU has a vehicle state detecting section 41a, a target wheel cylinder hydraulic pressure calculating section 41b, a foot brake control section 41c, a boom control section 41d and a boom control switching section 41e.

The vehicle state detecting section 41a detects the ON / OFF state of the brake from the detected value of the stroke sensor 6 and detects the rapid braking state. The vehicle state detecting section 41a detects the difference between the target wheel cylinder hydraulic pressure and the target wheel cylinder hydraulic pressure calculated by the target wheel cylinder hydraulic pressure calculating section 41b in the case where the change speed of the brake pedal stroke exceeds a predetermined speed threshold, Is in the rapid-braking state when it exceeds the predetermined deviation threshold value.

The target wheel cylinder hydraulic pressure calculating section 41b calculates the target wheel cylinder hydraulic pressure. Specifically, on the basis of the stroke of the brake pedal BP, the target wheel cylinder hydraulic pressure (hydraulic pressure) that realizes an ideal relationship between the pedal stroke and the driver's desired brake hydraulic pressure (vehicle deceleration required by the driver) . During regenerative cooperative brake control, the target wheel cylinder hydraulic pressure is calculated by subtracting the hydraulic pressure conversion value of the execution regenerative braking force from the driver's requested brake hydraulic pressure. In the automatic brake control, the target wheel cylinder fluid pressure of each wheel capable of realizing a desired vehicle motion state is calculated based on the detected running state of the vehicle and the surrounding state.

The leg brake controller 41c controls the first shutoff valve 19 in the valve opening direction and the stroke simulator in the valve closing direction and the stroke simulator out valve 31 in the valve closing direction, The simulator SS is configured so as not to function, and a pedal brake for generating the wheel cylinder hydraulic pressure by the master cylinder hydraulic pressure is realized.

The boost control unit 41d controls the first shutoff valve 19 in the valve closing direction so that the state of the hydraulic pressure control unit 2 is set to a state in which the wheel cylinder hydraulic pressure can be generated by the first pump P1, And executes the power control. The force control unit 41d controls each actuator to realize the target wheel cylinder hydraulic pressure. The electronic control unit ECU functions the stroke simulator SS by controlling the valve 30 as the stroke simulator in the valve closing direction and controlling the stroke simulator out valve 31 in the valve opening direction.

The boost control switching unit 41e controls the operation of the master cylinder M / C based on the calculated target wheel cylinder hydraulic pressure to switch the pedal brake and the boost control. Specifically, when the start of the brake operation is detected by the vehicle state detecting section 41a, and the calculated target wheel cylinder hydraulic pressure can be achieved only by the pedal brake, the pedal brake hydraulic pressure is generated by the pedal brake control section 41c. On the other hand, when the target wheel cylinder fluid pressure calculated at the time of brake suction operation can not be achieved by only the foot brake, the force control unit 41d generates the wheel cylinder fluid pressure. When the sudden braking state is detected by the vehicle state detecting section 41a, the boost control switching section 41e generates the wheel cylinder hydraulic pressure by the second differential braking force, and thereafter, by the boost control section 41d The wheel cylinder hydraulic pressure may be generated.

In the first embodiment, when the sudden braking state is detected, the second pump P2 is turned on in addition to the first pump P1 in order to improve the pressure responsiveness of the wheel cylinder W / C at the time of rapid braking . When the second pump P2 is to be turned ON, the second shut-off valve 38 is turned ON instead of the first shut-off valve 19.

Fig. 3 is a flowchart showing the flow of power control in the power control section 41d of the first embodiment.

In step S1, it is determined whether or not the brake ON is detected in the vehicle state detecting section 41a. If YES, the process proceeds to step S2, and if NO, the process proceeds to return.

In step S2, it is determined whether or not a rapid braking state is detected in the vehicle state detecting section 41a. If YES, the process proceeds to step S3, and if NO, the process proceeds to step S8.

In step S3, the first pump P1, the second pump P2, and the second shutoff valve 38 are turned ON.

In step S4, it is determined whether or not the vehicle state detecting section 41a has detected the end of the rapid braking state. If YES, the process proceeds to step S5, and if NO, repeats step S4.

In step S5, the second pump P2 is turned OFF.

In step S6, it is determined whether or not the brake OFF is detected in the vehicle state detecting section 41a. If YES, the process proceeds to step S7, and if NO, repeats step S6.

In step S7, the first pump P1 and the second shut-off valve 38 are turned OFF.

In step S8, the first pump P1 and the first shutoff valve 19 are turned ON.

In step S9, it is determined whether or not the brake OFF is detected in the vehicle state detecting section 41a. If YES, the process proceeds to step S10, and if NO, repeats step S9.

In step S10, the first pump P1 and the first shutoff valve 19 are turned OFF.

As described above, the booster control unit 41d controls the first shut-off valve 19 in the valve closing direction to drive only the first pump P1 at the time of non-braking. On the other hand, the boost control unit 41d controls the second shut-off valve 38 in the valve closing direction to suddenly drive the first pump P1 and the second pump P2 at the time of sudden braking, The second pump P2 is stopped to drive only the first pump P1.

Here, in the automatic emergency brake that detects an obstacle existing in the traveling direction of the vehicle and rapidly approaches and decelerates the vehicle when approaching the obstacle, it is necessary to generate a large braking force in a short time, Is required. When this demand is achieved by one pump, a high-pressure, high-flow type pump is required, but a high-output, high-current motor is required for a high-pressure, high-flow type pump. However, when a motor with a high output and a high current is mounted, particularly in a vehicle that carries out automatic brake control to always operate a pump such as following a preceding car or automatic operation, there arises problems such as consumption of a battery and costly increase of a power harness.

In the disc type brake operation unit, the relationship between the hydraulic pressure and the liquid amount of the wheel cylinder is such that, in the region from the start of supply of the brake fluid until the clearance between the brake disc and the brake pad is filled and the braking force is fully generated, There is a lot of consumption. That is, in the low-pressure region until the clearance is filled, the gradient in which the liquid pressure is increased is smaller than that in the high-pressure region after the clearance is filled, as compared with the increase in the liquid amount. In other words, since the amount of liquid consumed for generating the liquid pressure in the low-pressure region is larger than that in the high-pressure region, the liquid pressure is not increased even if the same liquid amount is supplied. In other words, if the clearance can be quickly filled in the low-pressure region where the amount of the consumption liquid is large, the pressure-responsiveness of the wheel cylinder can be effectively improved. Particularly, in an electric vehicle in which regenerative braking is performed, the clearance tends to be set relatively large in order to suppress deterioration of the fuel consumption due to friction between the brake disc and the brake pads. Therefore, in the electric vehicle, if the clearance can be filled quickly, the pressure-increasing responsiveness can be remarkably improved. The same applies to the drum-type brake operation unit.

Therefore, in the braking device according to the first embodiment, the wheel cylinder W / C is pressurized by only the first pump P1 in the commercial area (during non-braking), and in addition to the first pump P1, 2 Activate the pump (P2) to increase the wheel cylinder fluid pressure. Since high responsiveness is not required at the time of non-braking, the necessary braking force can be ensured only by the discharge amount of the first pump P1 of the high pressure and low flow rate type. On the other hand, by operating the second pump P2 of the low pressure and high flow rate type in addition to the first pump P1 at the time of rapid braking, the clearance can be quickly filled in the low pressure region where the amount of consumption liquid is large, and the pressure increase responsiveness can be improved. In addition, since the second pump P2 does not correspond to the high pressure region, but the consumption flow rate is small in the high pressure region, the necessary response can be ensured only by the first pump P1. Since the second pump P2 is operated only at the time of sudden braking, even if the automatic brake control that always operates the pump such as following the preceding vehicle or automatic operation is performed, only the first pump P1 always operates do. Since the first pump P1 is a high-pressure, low-flow-rate type pump, there is no problem such as consumption of the battery 40 and high cost of the power harness. That is, the brake device of the first embodiment can ensure the pressure-responsive response of the wheel cylinder W / C at the time of rapid braking while suppressing the consumption of the battery and the costly increase of the harness.

In Example 1, the following effects are exhibited.

(1) A master cylinder M / C that pressurizes the brake fluid in accordance with the driver's brake operation and a wheel cylinder W / C that applies the braking force to the wheels FL, FR, RL, and RR in accordance with the brake fluid pressure A first pump P1 for supplying a brake fluid to the hydraulic circuit, and a second pump P1 for supplying a brake fluid to the hydraulic circuit. The first pump P1 is connected to a hydraulic circuit (primary piping 4P, secondary piping 4S, A first shutoff valve 19 provided between the connection position 50 of the pump P1 to the discharge portion 24b and the master cylinder M / C, a first shutoff valve 19 and a master cylinder M / And a second shut-off valve 38 disposed between the first and second shut-off valves.

Therefore, even when the first shut-off valve 19 is open, the second shut-off valve 38 is closed to drive the first pump P1 to obtain the desired brake fluid pressure.

(2) In the brake device described in (1) above, a second pump P2 provided in the hydraulic circuit and supplying a brake fluid to the wheel cylinder W / C in parallel with the first pump P1 And the second shutoff valve 38 is provided between the master cylinder M / C and the connecting position 51 of the second pump P2 in the hydraulic circuit with the discharge portion 36b.

Therefore, even if the first shut-off valve 19 is open, by closing the second shut-off valve 38 to drive at least one of the first pump P1 and the second pump P2, Can be obtained. In addition, even when the first pump P1 fails, the desired brake hydraulic pressure can be obtained by driving the second pump P2.

(3) In the brake device according to (2), the second shut-off valve 38 is controlled in the valve closing direction when at least the second pump P2 is operated.

Therefore, by controlling the second shut-off valve 38 in the valve closing direction, it is possible to prevent the brake fluid discharged from the second pump P2 from flowing toward the master cylinder M / C side, .

(4) The braking device according to (3), wherein the first pump P1 and the second pump P2 (not shown) are provided in accordance with the detection results of the vehicle state detecting section 41a for detecting the vehicle state And an electronic control unit (ECU) for controlling the first shut-off valve 19 and / or the second shut-off valve 38.

Therefore, the pumps P1 and P2 and the respective shutoff valves 19 and 38 can be arbitrarily controlled according to the vehicle condition.

(5) In the brake device described in (4) above, the second pump P2 has a larger amount of intrinsic discharge than the first pump P1.

Therefore, the boosting responsiveness of the wheel cylinder W / C can be improved by supplying the brake fluid by the second pump P2.

(6) In the brake device according to (4), the second pump P2 has a larger discharge amount per unit time than the first pump P1.

Therefore, the boosting responsiveness of the wheel cylinder W / C can be improved by supplying the brake fluid by the second pump P2.

(7) In the braking device according to (4), the electronic control unit ECU controls the second shut-off valve 38 in the valve closing direction when sudden braking is detected by the vehicle state detecting portion 41a, And drives both the first pump P1 and the second pump P2.

Therefore, the pressure-increasing responsiveness of the wheel cylinder W / C at the time of rapid braking is increased, and a necessary braking force is more reliably obtained.

(8) The brake device according to (2), wherein the first discharge passage (the discharge passage 23, the discharge passage 25) for connecting the discharge portion 24b of the first pump P1 and the hydraulic circuit, And the second discharge port 36b for connecting between the connection position 50 and the master cylinder M / C where the first discharge passage is connected to the hydraulic circuit and the discharge portion 36b of the second pump P2, (39).

Therefore, the flow path can be simplified.

(9) In the brake device described in (2) above, the first shutoff valve 19 is arranged so that the connection position 50 of the first pump P1 with the discharge portion 24b of the first pump P1, The electronic control unit ECU is provided between the connection position 51 of the first shutoff valve 19 and the discharge portion 36b of the second shutoff valve P2 when the sudden braking is not detected by the vehicle state detection portion 41a, ) Or the second shutoff valve 38 in the valve closing direction to drive the first pump P1 and make the second pump P2 non-driven.

Therefore, at the time of non-braking operation in which high responsiveness is unnecessary, power consumption can be suppressed by driving only the first pump P1.

(10) In the brake device according to (2), the first pump P1 and the first shutoff valve 19 are provided in the hydraulic pressure control unit housing HG1, and the second pump P2 and the second shut- The valve 38 is installed in a second pump housing HG2 provided separately from the hydraulic pressure control unit housing HG1.

Therefore, compared with the case where both the pumps P1 and P2 and the both-side shut-off valves 19 and 38 are provided in one housing, the degree of freedom of in-vehicle property can be reduced, Can be enlarged.

(11) A master cylinder (M / C) which pressurizes the brake fluid in accordance with the brake operation of the driver and a wheel cylinder W / C which applies braking force to the wheels FL, FR, RL and RR in accordance with the brake fluid pressure (A primary pipe 4P, a secondary pipe 4S and a passage 10), a first discharge passage (a discharge passage 23 and a discharge passage 25) connected to a hydraulic circuit, A first pump P1 for supplying a brake fluid to the wheel cylinder W / C via a discharge channel and a second pump P1 for supplying a brake fluid to the master cylinder M / C A second pump P2 for supplying a brake fluid to the wheel cylinder W / C through the second discharge passage 39, a second pump P2 for supplying a brake fluid to the wheel cylinder W / C, A first shutoff valve 19 provided between the connection position 50 of the first discharge passage and the connection position 51 of the second discharge passage 39 and a second shutoff valve 19 provided between the second discharge passage 39 of the hydraulic circuit and the master cylinder M / C) And an electronic control unit (ECU) for controlling the shutoff valves 19 and 38 in accordance with the operating states of the pumps P1 and P2.

Therefore, even if the first shut-off valve 19 is open, by closing the second shut-off valve 38 to drive at least one of the first pump P1 and the second pump P2, Can be obtained. In addition, even when the first pump P1 fails, the desired brake hydraulic pressure can be obtained by driving the second pump P2.

(12) A master cylinder (M / C) which pressurizes the brake fluid in accordance with the brake operation of the driver and a wheel cylinder W / C which applies the braking force to the wheels FL, FR, RL and RR in accordance with the brake fluid pressure (A primary pipe 4P, a secondary pipe 4S and a passage 10), a first discharge passage (a discharge passage 23 and a discharge passage 25) connected to a hydraulic circuit, A first pump P1 for supplying a brake fluid to the wheel cylinder W / C via a discharge channel and a second pump P1 for supplying a brake fluid to the master cylinder M / C The brake fluid is supplied to the wheel cylinder W / C through the second discharge passage 39 and the brake fluid is supplied to the wheel cylinder W / C through the second discharge passage 39, A first shutoff valve 19 provided between the connection position 50 of the first discharge passage of the hydraulic circuit and the connection position 51 of the second discharge passage 39,A second shut-off valve 38 provided between the connection position 51 of the second discharge passage 39 and the master cylinder M / C, and an electronic control unit (ECU) ).

Therefore, even if the first shut-off valve 19 is open, the second shut-off valve 38 is closed to drive one of the first pump P1 and the second pump P2, Can be obtained. In addition, even when the first pump P1 fails, the desired brake hydraulic pressure can be obtained by driving the second pump P2. In addition, by selectively using the first shut-off valve 19 and the second shut-off valve 38, power consumption can be suppressed.

[Example 2]

Next, a second embodiment will be described. Since the basic configuration is the same as that of the first embodiment, only different points will be described. The electronic control unit (ECU) of the second embodiment controls the first pump (P1) and the second pump (P2) in accordance with the load, and the first block The valve 19 and the second shut-off valve 38 are controlled. Specifically, when the charge is equal to or lower than a preset load, the boost control section 41d of the electronic control unit ECU controls the first shutoff valve 19 in the valve closing direction and drives the first pump P1 . On the other hand, when the charge is greater than the predetermined set load, the boost control section 41d controls the second shut-off valve 38 in the valve closing direction to drive the first pump P1 and the second pump P2 . Here, the parameter of the vehicle specification indicating the fire can use, for example, the total length of the vehicle, the wheel base, the displacement, and the like.

In Example 2, the following effects are exhibited.

(13) In the brake device according to (2), the first pump P1 and the second pump P2, and the first shutoff valve 19 and the second shutoff valve 38 are controlled And an electronic control unit (ECU).

Therefore, the first pump P1, the second pump P2, the first shut-off valve 19 and the second shut-off valve 38 can be arbitrarily controlled according to the vehicle specification.

(14) In the brake device according to (13), the electronic control unit ECU controls the second shut-off valve 38 in the valve closing direction when the hit rate is greater than a preset hit rate, P1) and the second pump P2.

Therefore, when the first and second pumps P1 and P2 are driven, the necessary braking force can be obtained more reliably.

[Example 3]

Next, a third embodiment will be described. Since the basic configuration is the same as that of the first embodiment, only different points will be described. 4 is a hydraulic circuit diagram of the brake device of the third embodiment.

The braking device of the third embodiment includes two batteries 40a and 40b. The first battery (first power source) 40a is connected to each of the actuators (the first motor M1, the first shutoff valve 19, the booster valve 20, the communication valve 26, Regulating pressure valve 28, and pressure reducing valve 29). The second battery (second power source) 40b supplies electric power to the respective actuators (second pump P2 and second shut-off valve 38) of the second pump unit 3. The batteries 40a and 40b are all 14V batteries. Further, the second pump unit 3 has an electronic control unit 42. [ The electronic control unit 42 receives power supply from the second battery 40b. The electronic control unit 42 controls the second pump P2 and the second shutoff valve 19 when the electronic control unit ECU executes the control of the first pump P1 and the first shutoff valve 19, 38 to thereby increase the wheel cylinder hydraulic pressure.

In the third embodiment, the following effects are exhibited.

(15) The braking device according to (2), further comprising: a first battery 40a for supplying electric power to the first isolation valve 19; a second battery 40b for supplying electric power to the second isolation valve 38; 40b.

Accordingly, even when one of the batteries is defective, the hydraulic pressure of the wheel cylinder can be increased by controlling the pump and the shut-off valve, which are supplied with power from the other normal battery.

[Example 4]

Next, Embodiment 4 will be described. Since the basic configuration is the same as that of the first embodiment, only different points will be described. 5 is a hydraulic circuit diagram of the brake device of the fourth embodiment.

In the fourth embodiment, the second shut-off valve 38 is provided in the hydraulic pressure control unit 2. The second shut-off valve 38 is disposed on the side of the master cylinder M / C in the flow path 10 rather than the first shut-off valve 19. The discharge portion 36b of the second pump P2 is connected to the discharge passage 23 through the discharge passage 43, the pipe 44, and the discharge passage 45. [ That is, in the fourth embodiment, the connection position 50 of the first pump P1 with the discharge portion 24b in the flow path 10 and the connection position 51 between the discharge portion 36b of the second pump P2 ). The discharge flow path 43 is formed in the second pump housing HG2 and the discharge flow path 45 is formed in the hydraulic pressure control unit housing HG1. The pipe 44 connects the discharge passage 43 and the discharge passage 45. The first pump P1 is a plunger pump having five plungers superior in sound absorption performance and the like.

The stroke simulator SS of the fourth embodiment has a piston 46a, a first spring 46b, a retainer member 46c, a second spring 46d, and a damper 46e. The piston 46a is installed so that the interior of the stroke simulator SS can be moved axially by separating the inside of the stroke simulator SS into two chambers (a static pressure chamber 16a and a back pressure chamber 16b). The first spring 46b presses the piston 46a toward the static pressure chamber 16a side (the volume of the static pressure chamber 16a is reduced and the capacity of the back pressure chamber 16b is expanded). The retainer member 46c holds the first spring 46b. The second spring 46d always urges the retainer member 46c toward the static pressure chamber 16a. The urging force of the second spring 46d is larger than the urging force of the first spring 46b. The damper 46e is a cushioning material for generating a feeling that the pedal touches the floor.

In the braking device according to the fourth embodiment as well, when the first shutoff valve 19 is open failure, the second shutoff valve 38 is controlled in the valve closing direction and the first pump P1 and the second pump P2 , The desired brake hydraulic pressure can be obtained.

[Example 5]

Next, a fifth embodiment will be described. Since the basic configuration is the same as that of the first embodiment, only different points will be described. The electronic control unit (control unit) of the fifth embodiment controls the wheel cylinder W / C in the low pressure region only by the second pump P2 at the time of rapid braking, P1) of the wheel cylinder (W / C). Therefore, in Embodiment 5, power consumption can be suppressed by selectively using the first pump P1 and the second pump P2.

Hereinafter, technical ideas other than the invention described in the claims disclosed in the embodiments will be described.

(16) The braking device according to claim 14,

Wherein the control unit controls each pump and each of the shut-off valves according to a detection result of the vehicle state detecting unit that detects the vehicle state.

Therefore, each pump and each shut-off valve can be arbitrarily controlled according to the vehicle condition.

(17) In the brake device according to (16)

Wherein the second pump has a higher specific discharge amount than the first pump.

Therefore, the boosting response of the wheel cylinder can be improved by supplying the brake fluid by the second pump.

(18) In the brake device according to (16)

Wherein the control unit controls the second shut-off valve in the valve closing direction when the sudden braking is detected by the vehicle state detecting unit, and drives both the first pump and the second pump.

Therefore, the pressure responsiveness of the wheel cylinder at the time of rapid braking is increased, and a necessary braking force is more reliably obtained.

(19) In the brake device according to claim 14,

A first power source for supplying power to the first pump and the first shutoff valve,

And a second power supply for supplying power to the second pump and the second shut-

And a braking device for braking the vehicle.

Therefore, even when one of the power sources is failed, the wheel cylinder hydraulic pressure can be increased by controlling the pump and the shut-off valve that receive power from the other normal power source.

While only a few embodiments of the present invention have been described above, those skilled in the art will readily appreciate that various changes and modifications can be made without departing from the novel teachings and advantages of the present invention. Accordingly, it is intended that such modifications or improvements be included in the technical scope of the present invention. The above embodiments may be arbitrarily combined.

The present application claims priority based on Japanese Patent Application No. 2015-125416, filed on June 23, 2015. All disclosures, including the specification, claims, drawings and summary of Japanese Patent Application No. 2015-125416, filed on June 23, 2015, are incorporated herein by reference in their entirety.

ECU: Electronic control unit (control unit)
HG1: Hydraulic control unit housing (first housing)
HG2: Second pump housing (second housing)
M / C: Master cylinder
P1: first pump
P2: Second pump
W / C: Wheel cylinder
4P: Primary piping (liquid pressure circuit)
4S: Secondary piping (liquid pressure circuit)
10: Flow path (fluid pressure circuit)
19: First shut-off valve
23: Discharge channel (first discharge channel)
24b:
25: Discharge channel (first discharge channel)
36b:
37: Flow path (hydraulic circuit)
38: Second shut-off valve
39: Discharge channel (second discharge channel)
40a: a first battery (first power source)
40b: second battery (second power source)
41a: Vehicle condition detector
50: Connection position
51: Connection position

Claims (19)

As a brake device,
A hydraulic circuit for connecting a master cylinder which pressurizes the brake fluid in accordance with the brake operation of the driver and a wheel cylinder which gives a braking force to the wheel in accordance with the brake fluid pressure,
A first pump for supplying a brake fluid to the hydraulic circuit;
A first shut-off valve provided between a connection position of the hydraulic circuit with the discharge portion of the first pump and the master cylinder,
A second shut-off valve provided between the first shut-off valve and the master cylinder,
And a second pump installed in the hydraulic circuit for supplying the brake fluid to the wheel cylinder in parallel with the first pump,
The second shutoff valve is provided between the connection position of the hydraulic pump circuit with the discharge portion of the second pump and the master cylinder,
And the second shutoff valve is controlled in a valve closing direction when at least the second pump is operated. delete delete The control apparatus according to claim 1, further comprising: a control unit for controlling at least one of the first pump, the second pump, and the first shutoff valve and the second shutoff valve, And a braking device for braking the vehicle. 5. The brake apparatus according to claim 4, wherein the second pump has a higher specific discharge amount than the first pump. The brake device according to claim 4, wherein the second pump has a larger discharge amount per unit time than the first pump. The control unit according to claim 4, wherein when the sudden braking is detected by the vehicle state detecting unit, the control unit controls the second shut-off valve in the valve closing direction and drives both the first pump and the second pump . 2. The hydraulic control apparatus according to claim 1, further comprising: a first discharge passage connecting the discharge section of the first pump and the hydraulic circuit;
And a second discharge port for connecting between a connection position where the first discharge passage is connected to the hydraulic circuit and the master cylinder, and between the discharge portion of the second pump,
And a braking device for braking the vehicle. 5. The hydraulic circuit according to claim 4, wherein the first shut-off valve is provided between the connection position of the first pump with the discharge section and the connection position of the discharge section of the second pump,
The control unit controls at least one of the first shut-off valve or the second shut-off valve in the valve closing direction when the sudden braking is not detected by the vehicle state detecting unit, drives the first pump, And the second pump is not driven. The pump according to claim 1, wherein the first pump and the first shut-off valve are installed in a first housing,
Wherein the second pump and the second shut-off valve are installed in a second housing provided separately from the first housing. As a brake device,
A hydraulic circuit for connecting a master cylinder which pressurizes the brake fluid in accordance with the brake operation of the driver and a wheel cylinder which gives a braking force to the wheel in accordance with the brake fluid pressure,
A first pump for supplying a brake fluid to the hydraulic circuit;
A first shut-off valve provided between a connection position of the hydraulic circuit with the discharge portion of the first pump and the master cylinder,
A second shut-off valve provided between the first shut-off valve and the master cylinder,
And a second pump installed in the hydraulic circuit for supplying the brake fluid to the wheel cylinder in parallel with the first pump,
The second shutoff valve is provided between the connection position of the hydraulic pump circuit with the discharge portion of the second pump and the master cylinder,
And a control unit for controlling at least one of the first pump and the second pump and at least one of the first shut-off valve and the second shut-off valve in accordance with the stroke. The control unit according to claim 11, wherein the control unit controls the second shut-off valve in the valve closing direction and drives both the first pump and the second pump when the charge is greater than a preset charge Brake device. 2. The apparatus of claim 1, further comprising: a first power source for supplying power to the first shut-
A second power supply for supplying power to the second shut-
And a braking device for braking the vehicle. A hydraulic circuit for connecting a master cylinder which pressurizes the brake fluid in accordance with the brake operation of the driver and a wheel cylinder which gives a braking force to the wheel in accordance with the brake fluid pressure,
A first discharge passage connected to the hydraulic circuit,
A first pump for supplying a brake fluid to the wheel cylinder through the first discharge passage,
A second discharge flow passage connected to the hydraulic circuit at the master cylinder side with respect to a connection position at which the first discharge flow passage is connected to the hydraulic circuit,
A second pump for supplying a brake fluid to the wheel cylinder through the second discharge passage,
A first isolation valve provided between a connection position of the first discharge passage and a connection position of the second discharge passage in the hydraulic circuit,
A second shut-off valve provided between the second discharge passage of the hydraulic circuit and the master cylinder,
And a control unit for controlling the respective shut-off valves in accordance with the operating states of the pumps
And a braking device for braking the vehicle. 15. The brake apparatus according to claim 14, wherein the control unit controls each of the pumps and each of the isolation valves in accordance with a detection result of a vehicle state detection section that detects a vehicle state. 16. The brake apparatus according to claim 15, wherein the second pump has a higher specific discharge amount than the first pump. The control unit according to claim 15, wherein when the sudden braking is detected by the vehicle condition detecting unit, the control unit controls the second shut-off valve in the valve closing direction and drives both the first pump and the second pump . 15. The apparatus of claim 14, further comprising: a first power source for supplying power to the first pump and the first shutoff valve;
And a second power supply for supplying power to the second pump and the second shut-
And a braking device for braking the vehicle. A hydraulic circuit for connecting a master cylinder which pressurizes the brake fluid in accordance with the brake operation of the driver and a wheel cylinder which gives a braking force to the wheel in accordance with the brake fluid pressure,
A first discharge passage connected to the hydraulic circuit,
A first pump for supplying a brake fluid to the wheel cylinder through the first discharge passage,
A second discharge flow passage connected to the hydraulic circuit at the master cylinder side with respect to a connection position at which the first discharge flow passage is connected to the hydraulic circuit,
A second pump which supplies a brake fluid to the wheel cylinder through the second discharge flow passage and has a higher specific discharge amount than the first pump;
A first isolation valve provided between a connection position of the first discharge passage and a connection position of the second discharge passage in the hydraulic circuit,
A second isolation valve provided between the connection position of the second discharge passage of the hydraulic circuit and the master cylinder,
And a control unit for selectively controlling at least one of the pumps and the shutoff valves
And a braking device for braking the vehicle.

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